JP2011011641A - Vessel improving controllability - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vessel having a pod propeller improving controllability and course stability.SOLUTION: The vessel 1 includes the pod propeller 10 for propelling the vessel, control fins 201 to 206 arranged symmetrically on the right and left sides of a hull center line or on the hull center line around the pod propeller, a driving means for driving the control fins, a driving state setting portion for setting the driving state of the vessel, and a control means for controlling the turning angles of the control fins according to the setting of the driving state setting portion via the driving means in combination with the turning angle of the pod propeller. Accordingly, overshoot with a vessel movement in a steering operation is reduced, and the controllability containing turning property and deceleration property and the course stability in deceleration are improved.

Description

  The present invention relates to a ship that has improved maneuvering performance, for example.

  Recently, there is a ship equipped with a pod propeller, for example, a CRP (Contra Rotating Propeller) pod propeller arranged in tandem. The CRP pod propulsor with tandem arrangement combines a front propeller and a rear propeller placed immediately after it to form a CRP, but the front and rear propellers are arranged concentrically. Like the pod propeller, it falls into the category of single-axis pod propellers.

However, a ship equipped with a single-axis pod propulsion device tends to have poor course stability. This is mainly due to the fact that a large space is provided at the stern to equip the pod and the turning resistance is reduced.
In the case of a ship equipped with a pod propulsion device, since it does not have a rudder, it is not only a ship equipped with a single-axis pod propulsion device, but it is a major issue to improve maneuvering performance including course stability.

  For example, in Patent Document 1, a propeller pod suspended from a hull by a wing cross-sectional shape strut that contains power transmission means and the like accommodates a propeller drive mechanism including power transmission means and forms a part of the spindle shape. The propeller blade hits the reef and shallow water by rotating the hub that is rotatably installed in the front part by the propeller drive mechanism and rotating the propeller blades provided around the hub. There is no risk of being affected, and the spindle-shaped propeller pod with fins prevents flow separation on the rear surface in the spiral rotating water flow behind the propeller blade, reducing the propulsion pod propulsion resistance and improving the propulsion efficiency. Disclosed. However, in this idea, since the steering performance is not taken into consideration, it is different from the problem of the present application.

  In Patent Document 2, the propeller rotates in a predetermined direction around the first axis so that the first fin is subjected to the propeller wake, and at this time, the first axis orthogonal to the third axis is used. The cross-section of the fin is such that when viewed along the third axis, the fourth axis passing through the first edge and the second edge is inclined at a predetermined angle with respect to the first axis, and the first There is a technical idea that it is possible to improve the propulsion performance at the time of sailing by making the shapes such that the distances on the first and second side portions from the edge to the second edge are different from each other. Disclosed. However, this idea is considered to improve the propulsion performance by converting a part of the energy behind the propeller into thrust, and there is some solution to the steering performance that is the problem of this application. It does not give a measure.

  In Patent Document 3, a pod propeller is provided so as to hang down into the water from the rear part of the stern part, and a skeg along the hull center line is provided at the stern part ahead of the pod propeller, and more than the stern part during navigation. In order to guide the flow of water along the front bottom surface of the bottom of the stern to follow the sloped bottom of the bottom of the stern and to flow into the propeller at the rear end of the pod propeller, Even if the inclination angle of the bottom of the bottom of the stern part is set to be considerably large, fins that protrude from the skeg on both sides so as to be separated from the bottom of the bottom of the ship are provided near the front end. A technical idea is disclosed in which the flow of water can be smoothly guided so as not to hinder the flow into the pod propeller. However, this idea is mainly aimed at improving the propulsion performance of the ship by flowing the water into the propeller without causing separation during navigation, and gives some solution to the maneuverability that is the problem of the present application. It is not a thing.

  In Patent Document 4, a structure is provided in which a rudder plate that can be pivoted to the side is provided on a pod side portion of a pod propulsion unit that is suspended underwater from a hull through a strut, and a steering control mechanism for the rudder plate is provided. By doing so, a technical idea that can stabilize the course of a ship is disclosed. However, this Patent Document 4 only prevents the bowing and skewing during navigation by the rudder blade and improves the course stability, and discloses a specific method of control relating to the steering performance, which is the problem of the present application. It has not been. Further, since the rudder plate is attached to the pod itself, the improvement in turning performance is limited.

JP-A-7-196085 JP2003-200902A JP-A-2005-280709 JP 2004-237778 A

  As described above, there has been a concept of a ship that has improved propulsion performance and course stability performance so far, but it is only a measure for maintaining the straightness of a ship equipped with a single-axis pod propulsion device, and is dynamic. There was no idea to improve maneuverability.

  The present invention is intended to solve the above-described problems of the prior art, but in addition to the above, an object of the present invention is to provide a ship with a wide range of maneuvering performance. More specifically, the present invention reduces overshoots associated with dynamic hull movement during steering (also referred to as direction change or course change), and other maneuverability such as turning performance, deceleration performance, and course stability during deceleration. It aims at providing the ship which can also improve.

  In order to solve such a problem, a ship aiming at improving the maneuverability according to claim 1 of the present application includes a ship, a pod propeller that propels the ship, and left and right sides of a hull center line around the pod propeller. Control fins arranged substantially symmetrically on the hull center line, driving means for driving the control fins, operating state setting means for setting the operating state of the ship, and the control fins according to the settings of the operating state setting means Control means for controlling the turning angle through the driving means in combination with the turning angle of the pod propulsion device.

  “Vessel” is, for example, a vessel that has a certain rigidity and size and is propelled by a propulsion mechanism. In particular, an improvement in maneuvering performance is expected to improve economic efficiency and convenience. Specifically, passenger ships (ocean liners, foreign route ships, ocean route ships, cruisers, etc.), cargo passenger ships (ferry, railroad ferry, etc.), cargo ships (container ships, RO-RO ships, tankers, bulk carriers) Etc.), warships, patrol boats, fishing boats, leisure boats, etc. There is no limit to the captain or maximum load capacity.

  “Pod propulsion device” refers to a device that implements the function of propelling a ship with various types of power, for example, a fixed pitch propeller, a variable pitch propeller (CPP), a counter rotating propeller (CRP), and one pod. Single pod type, two twin pod type, etc. A mechanical propulsion device such as a Z drive may also be included.

  “Control fin” means, for example, a structure having a certain shape and rigidity and having a function of receiving a water flow and using it for controlling the propulsion of a ship. You may arrange | position substantially symmetrically on the left and right of a hull center line, or on a hull center line. For example, it has a predetermined electrical system, is driven by automatic control that detects a predetermined condition and is driven by a signal from a computer device, and can rotate up to 360 degrees or turn partially to a predetermined angle. It can be. The shape of the control fin can be a streamline shape, a wing shape, or the like that does not serve as a resistor during navigation of the ship, and there are no limitations on dimensions such as length and width. The material of the control fin can be a hard and anti-rust material, such as metal (for example, iron, steel, etc.), synthetic resin, ceramic, rubber, etc., but is not limited to this. Never happen. The method of attaching the control fin to the drive shaft may be in a state in which it is not removable including welding, or in a state in which it is removable using a joining member including a screw.

  “Drive means” means, for example, a device having a function of driving a control fin, and more specifically, an electric motor or an air motor connected to the control fin by a predetermined electric system and having a function of adjusting the turning angle. It is realized by a machine / device / control circuit such as a hydraulic circuit.

  The “operating state setting means” is realized by setting means having a function of setting the operating state of the ship, such as a water speed and a driving mode. Includes an orientation setter that sets the direction to which the ship should go, machines, devices, and control circuits that have similar functions, such as those provided on operation panels for inputting instructions for maneuvering the ship.

  “Control means” means, for example, a means for realizing the function of controlling the turning angle of the control fin through the combination driving means with the turning angle of the pod propulsion device according to the setting of the operation state setting means. A device having a function of passing the set value set by the operation state setting means as a signal to the connected drive means and the pod propeller, and controlling the turning angle of the driving means according to the turning angle of the pod propeller according to the set value. Including those realized by control circuits and algorithms. The control can be performed by open loop control including feed-forward control or feedback control in which the difference between the set value and a predetermined detection value is eliminated to follow the set value. In addition, you may include the bang-bang control which controls on-off with respect to a setting value.

  With such a configuration, the operation state of the ship is set by the operation state setting means, and the control means controls the turning angle of the control fin in combination with the turning angle of the pod propulsion device according to the setting of the operation state setting means. The steering performance can be improved.

  Further, in the above configuration, as shown in claim 2, the control fins may be provided on the left and right of the hull center line of the pod propulsion device.

  With this configuration, when the control fins are attached to the left and right of the center line, the distance from the center of motion of the hull is, of course, less than when it is attached to the center of the center line. Therefore, the effect of the control fins can be easily exerted, and the maneuvering performance of the ship can be further improved.

  Further, in the above-mentioned configuration, as shown in claim 3, when the ship is steered, the control means controls the control fin in the same direction as or in the opposite direction to the pod propulsion unit so as to reduce an overshoot angle. You may comprise.

  “Overshoot angle” means that, for example, when steering during navigation, the ship operates beyond the set value due to inertia, etc., so that an overshoot occurs where the bow angle exceeds the target value. The absolute value of the value obtained by subtracting the set azimuth (azimuth angle) from the maximum value is shown.

  “Controlling the control fins in the same direction as the pod propeller or in the opposite direction so as to reduce the overshoot angle” means that, for example, while the ship is turning due to the thrust of the pod propeller, the reverse of the pod propeller The control fin is controlled in the direction, and the control is performed in the same direction as the pod propulsion unit until the overshoot angle becomes maximum after the overshoot occurs.

  With such a configuration, the control fin can be controlled so that overshoot does not occur and the overshoot angle is minimized while the ship is turning by the pod propulsion device. Further, when an overshoot occurs due to inertia or the like with respect to the ship, the control fins can be controlled so that the overshoot angle becomes smaller, so that the maneuvering performance of the ship can be improved.

  In the above-described configuration, as shown in claim 4, the control means may control the control fin in the same direction as the pod propulsion device when the ship turns.

  “Controlling the control fins in the same direction as the pod propeller” means, for example, that the pod propeller is turned while the ship is turning due to the thrust of the pod propeller at the time of turning of the vessel at the landing pier. It shows that the control fin is controlled in the same direction.

  With such a configuration, the control fin can be controlled in the same direction so as to assist the turning action by the thrust of the pod propulsion device, so that the maneuvering performance of the ship can be improved.

  Further, in the above configuration, as shown in claim 5, when the control fin is decelerated, the control means is substantially symmetrical to the hull center line so that the resistance of the ship is increased. You may comprise so that it may control in a direction.

  “Controlling the control fins in a direction substantially symmetrical to the hull center line” means that, for example, the control fins provided on the center line and / or substantially symmetrically with respect to the center line are operated to maintain the balance of the hull. It shows that resistance is controlled and controlled in a substantially symmetrical direction.

  With such a configuration, when the ship is stopped or decelerated, it is possible to control the control fin so as to be a resistor of the ship, so that the maneuvering performance of the ship can be improved.

  Further, in the above-mentioned configuration, as shown in claim 6, when the pod propulsion device is turned to reduce the speed of the ship, the control means reduces the lateral movement and the turning angle of the ship by the pod thrust. In this way, the control fins may be controlled.

  “Controlling the control fins so as to reduce the lateral movement and turning angle of the ship due to the pod thrust” means, for example, that the ship is affected by the thrust of the pod thruster when the pod thruster is rotated in reverse and decelerated. On the other hand, it shows that the operation of the ship that slides or turns in the lateral direction is controlled to be reduced by the control fin.

  With such a configuration, when the pod propeller is turned and the speed of the ship is reduced, the control fin can be controlled so as to be a resistor that reduces the lateral movement and turning angle of the ship. Improvements can be made.

  Further, in the above configuration, as shown in claim 7, the control means is configured to control the turning angle of the pod propulsion device and the control fin in different modes according to the setting state of the operation state setting means. May be.

  The “setting state of the driving state setting means” means, for example, in a navigation state or a steering performance test, by a needle-holding state in which the vehicle travels straight without turning toward a desired direction, steering (operation of the steering wheel), etc. This indicates that a dynamic steering state in which a motion that changes the direction such as turning, zigzag, course change, and parallel movement is performed, and a steering state in which deceleration is performed are set.

  With such a configuration, for example, the various operating states are stored in different modes, and each mode is called in accordance with the setting of the operating state setting means according to the navigational state of the ship, so that the turning angles of the pod propulsor and the control fin can be determined. The ship can be navigated in a desired state under the control of a predetermined control algorithm. Moreover, it can also memorize | store as an autopilot mode which carries out automatic steering so that a ship may maintain a needle-keeping state. Therefore, it is possible to improve the maneuvering performance of the ship by activating different modes according to the setting state of the driving state setting means.

  In order to solve the above-mentioned problem, a ship that has improved maneuvering performance according to claim 8 of the present application includes a ship, a pod propeller that propels the ship, and a hull center line around the pod propeller. Control fins arranged symmetrically on the left and right or on the hull center line, drive means for driving the control fins, direction setting means for setting the direction of the ship, direction detection means for detecting the direction of the ship, and Control means for controlling the driving means by comparing the detected value of the azimuth detecting means with the set value of the azimuth setting means.

  “Direction setting means” is for setting the direction in which the ship is to travel. For example, it refers to a steered wheel for manipulating the direction of a ship's rudder or pod to perform so-called steering, an operation panel for inputting instructions in an autopilot mode, or the like.

  The “azimuth detection means” includes, for example, a gyro compass that detects the azimuth (heading) of a ship, a magnetic azimuth sensor, a GPS-based azimuth sensor, and the like. Further, since the azimuth of the ship can be calculated by integrating the bow angular velocity, the azimuth detecting means includes an angular velocity detecting sensor and the like.

  “Control means” means, for example, comparing a detection value detected each time by the azimuth detection means with a preset value set by the azimuth setting means, and feedback controlling the drive means using the difference as a deviation. This is realized by a device, a control circuit, an algorithm or the like having a function of passing a control value derived from the deviation as a signal to a driving means connected by a predetermined electric system and controlling the driving means in accordance with the control value. In other words, the control performance of the ship is controlled by controlling the turning angle of the control fins by controlling the driving means in order to maintain or approach the set direction of the ship regardless of various disturbances and transient conditions. It will improve.

  With such a configuration, it is possible to improve the dynamic maneuvering performance of the ship while eliminating deviation and improving the course stability by optimally performing feedback control of the control fins.

  Further, in the above configuration, as shown in claim 9, the direction detection means may be configured to detect the direction based on the angular velocity of the bow direction of the ship.

  “Detecting the azimuth based on the angular velocity of the bow azimuth” means, for example, using an angular velocity sensor as the azimuth detecting means and calculating the azimuth by integrating the angular velocity detected by the angular velocity sensor.

  With such a configuration, it is possible to specially equip a device for detecting the azimuth by controlling the driving means based on the angular velocity detected by the angular velocity sensor using the azimuth calculated by integrating the angular velocity as the detection value of the azimuth detecting means. It is possible to improve the ship maneuvering performance accurately without the need.

  Further, in the above-described configuration, as shown in claim 10, the control unit may control the turning angle of the pod propulsion unit and the control fin in different modes according to the setting state of the azimuth setting unit. .

  With such a configuration, for example, various operation states are stored in different modes, each mode is called according to the setting of the operation state setting means, feedback control of the turning angle of the pod propulsion unit and the control fin according to the mode, and more The ship's maneuvering performance can be improved accurately.

  ADVANTAGE OF THE INVENTION According to this invention, the overshoot accompanying the dynamic ship motion at the time of steering of the ship provided with the pod propulsion device can be reduced. Further, turning performance, deceleration performance, and course stability during deceleration can be improved.

  Further, by providing the control fins on the left and right sides of the hull center line of the pod propulsion device, the effect of the control fins can be easily exerted, and the maneuvering performance can be further enhanced.

  Further, by appropriately controlling the control fin and the pod propulsion device in the same direction or in the opposite direction according to the state of the ship, both can cooperate to greatly reduce the overshoot of the hull.

  Further, by controlling the control fin in the same direction as the pod propulsion device when turning the ship, the turning radius can be reduced and the steering performance can be improved through the improvement of turning ability.

  Further, when the ship is decelerated, the control fins are controlled in a direction substantially symmetrical to the hull center line, so that the resistance of the ship is increased and the deceleration performance at the time of deceleration is improved, thereby improving the maneuvering performance.

  Further, when the pod propulsion device is turned to reduce the speed, by controlling the control fins, the lateral movement and turning angle of the ship can be reduced, the course stability can be improved, and the steering performance can be improved.

  Further, the turning angle of the pod propulsor and the control fin can be controlled in different modes according to the setting state of the operation state setting means, and the turning angle of both can be accurately controlled without human operation.

  Further, by performing feedback control of the pod propulsor and the control fin based on the direction setting means and the direction detection means, the steering performance of the ship can be improved while eliminating the deviation and improving the course stability.

  Furthermore, by feedback controlling the turning angle of the pod propulsor and control fin in different modes according to the setting state of the azimuth setting means, the deviation of the pod propulsion unit and the control fin is eliminated more accurately and the course stability is improved. Improved maneuverability can be achieved.

It is a figure which shows the state of the pod propulsion device and control fin of the ship which concerns on one Embodiment (1st embodiment) of this invention. It is the same control block diagram. It is a flowchart which shows operation | movement of the pod propulsion apparatus and control fin which concern on one Embodiment (2nd embodiment) of this invention. It is a figure which shows the operation | movement corresponding to FIG. 3A of the pod propulsion device and a control fin. It is a figure which shows the relationship between the pod turning angle in the same Z test, a fin turning angle, and a bow angle corresponding to FIG. 3A. It is a flowchart which shows operation | movement of the pod propulsion apparatus and control fin which concern on another embodiment (3rd embodiment) of this invention. It is a figure which shows the operation | movement corresponding to FIG. 4A of the same pod propelling device and a control fin. It is a flowchart which shows operation | movement of the pod propulsion apparatus and control fin which concern on another embodiment (4th embodiment) of this invention. It is a figure which shows the state corresponding to FIG. 5A of the pod propulsion device and a control fin.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. In the following, the range necessary for the description for achieving the object of the present invention is schematically shown, and the range necessary for the description of the relevant part of the present invention will be mainly described. Are according to known techniques.

(First embodiment)
FIG. 1 is a diagram showing a state of a pod propulsion device and control fins at the stern of a ship according to an embodiment of the present invention. (A) shown to the figure is the side view which looked at the stern 2a of the hull 2 which concerns on the ship 1 from the horizontal direction, (b) looked at the stern 2a of the ship 1 from the downward direction (direction of the stern bottom 2b). It is a bottom view. As shown to (a) and (b), the stern bottom 2b which concerns on the stern 2a has the shape which raised gently back. Further, a pod propulsion device 10 is installed behind the stern 2a, and control fins 201 to 206 are attached to the periphery thereof. 1 and 2 below, the PID control is mainly described in mind, but the technical idea of the present application is naturally applicable to a control other than the PID control.

  Ships 1 are, for example, passenger ships (ocean liners, foreign route ships, ocean route ships, cruisers, etc.), cargo passenger ships (ferry, railroad ferry, etc.), cargo ships (container ships, RO-RO ships, tankers, bulk carriers, etc.) , Warships, patrol boats, fishing boats, leisure boats, and other things used for other purposes. There is no limit to the captain or maximum load capacity.

  As an index for evaluating the motion performance of a ship, there is a course stability first. This is to reduce the bowing and tilting caused by disturbances (tidal currents and winds) during straight-ahead navigation, and the straightness of how much swinging and tilting can be suppressed within the set direction Thus, it is judged whether the course stability is good or bad. Further, when the course is changed dynamically by steering, whether the course stability is good or bad is determined depending on the width of the course after the change is within the changed course. In the case of this dynamic course change, there is also a case where “the course stability is good” with a settling time of how fast the settling can be performed within a predetermined width after the course change.

  In addition, with regard to an index for evaluating the kinematic performance of a ship, dynamic maneuvering performance includes turning performance, zigzag traveling performance, course changeability, parallel mobility, and the like. The good or bad of these dynamic maneuvering performances is one indicator of how the turning radius is small if it is turning. For example, at the time of a ship's takeoff and landing berth, the speed in the front-rear direction is slow, so it is important to bend immediately on the spot. If the turning radius is small, even in a narrow area such as a port, it is possible to quickly achieve a desired state (turning the bow of the ship in the direction of leaving the port, or anchoring the ship, etc.). It is done.

  Further, the zigzag traveling performance represented by the Z test is judged as good or bad in performance depending on how the overshoot can be reduced with respect to the direction continuously changed by the steering.

  In addition, whether the course is changeable or not is determined by how the overshoot can be reduced with respect to the direction changed by steering.

  In addition, the parallel mobility is similarly judged whether the performance is good or bad depending on how the overshoot can be reduced with respect to the changed parallel orientation. However, in these zigzag cruising performance, course changeability, and parallel mobility, there is a case where the steering performance is said to be good or bad with a settling time of how fast it can be settled within a predetermined width of the direction changed by steering. .

  Therefore, course stability and dynamic maneuverability are different from each other in the same maneuverability, and the Z test evaluates the dynamic maneuverability in zigzag navigation of a ship.

  In addition to the various types of dynamic sailing associated with the above-mentioned straight-ahead navigation and steering, the ship decelerates to decelerate or stop, and also decelerates with the pod propeller in the reverse direction. In some cases.

  In the present application, these cases are also treated as being in the category of steering performance in a broad sense.

  The pod propulsor 10 enables free maneuvering such as lateral movement by rotating 360 degrees and rotation on the spot, and obtains a predetermined turning angle (hereinafter also referred to as “swing angle”). By controlling in this way, at the time of steering, the vehicle is driven so as to change (change the needle) in a desired direction and to quickly turn the hull to a set direction.

  Specifically, the propeller is configured to have a propeller, and the propeller can be freely rotated in the forward and reverse directions. An electric motor and a bevel gear are incorporated in an ellipsoid, and the propeller is placed in the stern 2a. It is comprised as a propulsion apparatus which can be rotated with an apparatus, and is equipped with the ship 1 independently as a kind of outboard motor. For example, it has a fixed pitch propeller, a variable pitch propeller (CPP), and a counter rotating propeller (CRP), and can be a single pod type with one pod, two twin pods, or the like. A pod propulsion device combined with a mechanical propulsion device such as a Z drive may also be included. As shown in (a), the pod propulsion device 10 is installed on the center line of the stern 2a, but is preferably installed as far as possible from the center of gravity of the ship 1 in order to obtain a large torque. In addition, as shown in the figure, either the pod propeller 10 may be configured as a single axis or may be configured as two axes installed in parallel.

  The control fins 201 to 206 are driven (not shown) for the purpose of improving the steering performance associated with the steering of the ship 1 during navigation and the course stability associated with stop / deceleration control by controlling to a predetermined turning angle. Driven by. The functions of the control fins 201 to 206, the action during driving, and the like are the same as those of the rudder.

  Specifically, the ship 1 has a predetermined electric system, detects predetermined conditions, drives the control fins 201 to 206 automatically by a signal from a computer device (not shown), and can turn up to 360 degrees. In addition, it is possible to perform operations such as partially turning a predetermined angle. Moreover, although it shall attach to the stern bottom 2b of back from the front from the pod propelling device 10, the number and position are not limited. For example, when there is one control fin 20 (for example, only 205 is installed in FIG. 1 and 201 to 204 and 206 are not installed), the control fin 20 is installed on the center line of the ship 1 or two (for example, in FIG. 1). When only 201 and 202 are installed and 203 to 206 are not installed), the center line is installed on the left and right, preferably symmetrically, or when there are three or more (for example, 201 to 206 or 204 to 206 in FIG. When installed, install them in combination. At this time, the pod propulsion device 10 should be installed so as not to obstruct the operation of the rotating propeller 10 and the rotating propeller, and not to protrude from the bottom of the ship in order to prevent damage when navigating in shallow water. It is preferable to attach it.

  The shape of the control fins 201 to 206 is not particularly limited, but is preferably a streamline shape or a wing shape that does not serve as a resistor during navigation of the ship 1, and there are no particular limitations on dimensions such as length and width. Absent. The material of the control fins 201 to 206 is preferably a hard material having a rust-preventing effect, such as metal (for example, iron, steel, etc.), synthetic resin, ceramic, rubber, or the like. However, it is not limited to this. Further, the method of attaching the control fins 201 to 206 to the drive shaft may be a state in which the control fins 201 to 206 are not detachable including welding, or may be a state in which the control fins 201 to 206 are detachable using a joining member including screws. A drive unit composed of an electric motor or the like controls these control shafts by rotating these drive shafts.

  Next, the difference due to the difference in the number and attachment positions of the control fins 201 to 206 and the relationship with the pod propeller 10 will be described in detail.

  When one control fin is attached on the center line (for example, when the control fin 203 or the control fin 205 is attached), the control is performed in a range substantially symmetrical to the center line. That is, it is necessary to control the turning angle of the control fin 203 or the control fin 205 so that the operation range is symmetrical. Thereby, compared with the case where a control fin is directly attached to the pod propulsion device 10, the ship 1 can be easily controlled because the control can be performed independently without being influenced by the turning direction of the pod propulsion device 10. Moreover, since there is only one control object, the mechanism is not complicated and maintenance and the like are facilitated.

  On the other hand, when the control fins are attached to the left and right of the center line (for example, when the control fins 201 and 202 are attached and / or when the control fins 204 and 206 are attached), the first control fin 201 (or 204, hereinafter). And the second control fin 202 (or 206, the same applies hereinafter) are controlled in a bilaterally symmetric direction according to the steering state, or the first control fin 201 and the second control fin 202 are controlled asymmetrically. . That is, the turning angle is controlled symmetrically so that the first control fin 201 and the second control fin 202 are in the same direction or the opposite direction, or the first control fin 201 and the second control fin 202 are different. The turning angle is controlled so as to be in the direction and controlled asymmetrically. Thereby, since the 1st control fin 201 and the control fin 202 can be controlled to a predetermined turning angle, the ship 1 can be quickly controlled even when a disturbance occurs.

  By attaching the control fins 201 to 206 to the left and right of the center line, the distance from the center of gravity of the hull 2 can be increased as compared to the case of attaching the control fins 201 to the center line, so that the control effect of the control fin 10 is easily exhibited. . Further, by attaching the control fins 201 to 203 in front of the pod propulsion device 10, the control fins 201 to 203 can also serve as a rectifier that regulates the flow of water flowing into the pod propulsion device 10. That is, rectification is performed so as to reduce the resistance applied to the pod propeller 10 during turning. Thereby, the propulsion efficiency of the ship 1 can be improved. Further, although depending on the positional relationship with the pod propulsion device 10 and the like, the turning radius of the control fins 201 and 202 can be particularly reduced by applying resistance during turning.

  On the other hand, by attaching the control fins 204 to 206 to the rear of the pod propeller 10, the water flow whose flow velocity is increased by the power of the rotating propeller flows into the control fins 204 to 206, so that the lift increases. That is, since the flow velocity, which is one of the factors that generate lift, can be increased by the influence of the pod propulsion device 10, the control effect of the control fins 204 to 206 can be enhanced. In addition, since the control fins 201 to 206 are not installed in the pod propulsion device 10 itself but are installed in different places, the control fin 201 has a relationship between the propulsion of the pod propulsion device 10 and the position of the center of gravity of the ship 1, for example. A resistance can be imparted at ˜206, which can act as a pivot, and can further contribute to improvement in turning performance and reduction of overshoot.

  FIG. 2 is a control block diagram of a pod propulsion unit and control fins installed at the stern according to the present embodiment. As shown in the figure, in the ship 1, the entire control block includes a pod propeller 10, control fins 20, an operation state setting unit 30 (including a direction setting unit 301), a heading detection unit 40, and a hull angular velocity detection sensor 50. A water speed sensor 60, a mode storage unit 80, a pod / fin distribution setting unit 70, a pod control unit 110 for outputting a signal for controlling the pod propulsion unit 10, a pod turning angle adjuster 120 for adjusting a turning angle in the control, A fin control unit 210 and a fin turning angle adjuster 220 are provided.

  More specifically, the operation state setting unit 30 (including the direction setting unit 301) for setting the operation start and stop of the pod propulsion unit 10, the operation start and stop of the control fin 20, the ship speed, the mode, the control condition, and the like. A pod / fin distribution setting unit 70 for setting the pod / fin motion distribution according to the heading, water speed or mode according to the setting of the operation state setting unit 30, and a pod control unit 110 for outputting a signal for controlling the pod propulsion unit. In addition, the pod turning angle adjuster 120 and the pod propulsion device 10 that adjust the turning angle in the control are connected in a controlled manner to affect the motion of the hull 2. In addition, the fin control unit 210, the fin turning angle adjuster 220, and the control fin 20 are connected to the pod / fin distribution setting unit 70 to affect the motion of the hull 2. Then, a hull angular velocity detection sensor 50 that detects the angular velocity of the bow direction of the hull 2, a bow direction detection unit 40 that detects the direction of the ship 1 by processing a signal of the hull angular velocity detection sensor 50, and flows through the bottom of the ship as a water velocity. A water speed sensor 60 for detecting the water speed of the ship 1 from the water flow is installed, and the obtained data regarding the navigation state is fed back to the pod / fin distribution setting unit 70. The mode storage unit 80 stores combinations of pod and fin operations according to the navigation conditions, and calls the conditions of each mode according to the mode set by the operation state setting unit 30 as appropriate to allocate the pods and fins. This is reflected in the setting unit 70.

  The pod control unit 110 receives the setting value of the motion distribution from the pod / fin distribution setting unit 70, derives the control condition of the pod propulsion unit 10, and transmits it to the pod turning angle adjuster 120. The pod swivel angle adjuster 120 has a function of receiving a signal from the pod control unit 110 and adjusting the swivel angle of the pod propulsion unit 10 to rotate at a swing angle according to the signal with a maximum rotation of 360 degrees.

  The fin control unit 210 receives the set value of the motion distribution from the pod / fin distribution setting unit 70, derives the control condition of the control fin 20, and turns the fin turning angle adjuster 220 at a predetermined angle based on the set value. It has a function to issue a signal.

  The fin turning angle adjuster 220 has a function of receiving a signal from the fin control unit 210 and adjusting the turning angle of the control fin 20 to rotate at a maximum 360 degrees and tilting it at a predetermined angle according to the signal.

  The azimuth setting device 301 is for setting a direction in which the ship 1 should be headed, and is provided for inputting an instruction for steering the ship. Steering wheels for setting the direction of the ship, This corresponds to an orientation setting unit or the like in the autopilot.

  Further, the water speed sensor 60 is also called a LOG speedometer, and an electromagnetic LOG that measures the relative speed between the bottom of the ship and the water flow flowing through the bottom as a speed of the ship when an electromotive force is generated in a coil of a sensor provided on the bottom of the ship. However, a Doppler LOG or the like that measures the relative velocity between the bottom of the ship and the water flow through the bottom of the ship based on the difference in the frequency of the reflected wave from the minute suspended matter existing in the water by oscillating ultrasonic waves may be used.

  For azimuth control, the pod / fin distribution setting unit 70 compares the setting value set by the azimuth setting device 301 with the detection values detected by the heading azimuth detection unit 40 and the water velocity sensor 60, and the pod propeller 10 and the control fin. The operation distribution of 201 to 206 is set and passed to the pod control unit 110 and the fin control unit 210. For example, at the time of turning due to steering, the pod propulsor and the control fin are automatically controlled according to control conditions such as a predetermined control algorithm and constants in order to make the turn in the desired direction quickly, and depending on the inertia after the turn In order to reduce a deviation from a desired direction, the hull angular velocity detection sensor 50 is also used for fine adjustment at an appropriate timing.

  The combination of the turning direction of the pod propulsor and control fin can be changed flexibly according to the situation, such as increasing resistance to the hull 2 during deceleration and stopping, and decreasing resistance when traveling straight. can do.

  The mode storage unit 80 stores, as an operation mode such as a needle changing / straight-ahead mode, a turning mode, a stop / deceleration mode, and the like in order to control the pod propulsion unit 10 and the control fins 201 to 206 according to the mode set by the operation state setting unit 30. The mode is called through the pod fin distribution setting unit 70. Specifically, the mode storage unit 80 includes a storage device such as a memory or a hard disk drive that stores an algorithm for causing a computer to perform such a function.

  Below, operation | movement of the pod thruster 10 comprised by the above and the control fins 201-206 is demonstrated easily.

  First of all, in the state of keeping the needle without steering, in order to minimize the resistance in the propulsion direction of the ship and maximize the course stability, the heading is displaced due to disturbance etc., and the direction needs to be corrected. Except for the case, the pod propeller 10 and the control fin 20 remain in a state where they are not swung at all. In this case, since the control fins 20 are oriented in the direction along the propulsion direction of the ship 1, even if there is a disturbance or the like, the control fins 20 are less likely to be displaced in the heading.

  On the other hand, at the time of steering, in order to direct the bow to a desired direction as quickly as possible, the moment generated in the hull 2 is controlled, and the deviation of the heading due to inertia after the bow is directed in that direction is quickly corrected. Control to do. As the evaluation index, for example, a general Z test, a turnability test, or the like is used as a measure of the dynamic maneuverability when the ship is steered.

  When decelerating and stopping, the control fin 20 is controlled so as to be substantially symmetrical with respect to the center axis of the hull in order to increase resistance from water. This also prevents the bow from shaking in an unintended direction when the pod propulsion unit 10 is turned in the reverse direction during deceleration and stop, and contributes to improvement in course stability.

  On the other hand, when the pod is decelerated, the operation of the ship 1 to slide or turn unexpectedly due to the thrust of the pod propeller 10 is reduced by the operation of the control fin 20. In other words, the control fin 20 is controlled so as to be a resistor that reduces the lateral movement and turning angle of the ship 1.

(Second embodiment)
Next, a second embodiment of the present application will be described. In the present embodiment, mainly with the Z test in mind, using the control mechanism of the pod propulsion device 10 and the control fin 20 described above, an operation for improving the maneuvering performance of the ship 1, particularly dynamic maneuvering performance. The principle will be described in detail.

  When zigzag cruising is evaluated using the Z test, specifically, in FIG. 2, the pod turning angle adjuster 120 receives a signal from the pod control unit 110 and sets the turning angle of the pod propulsion unit 10 to 10. As the rotation (or 20 °), it is adjusted to turn at the swing angle according to the signal. When the heading detected by the heading detection unit 40 reaches 10 °, the pod turning angle adjuster 120 receives a signal from the pod control unit 110 and sets the turning angle of the pod propulsion unit to the opposite side to the previous time. As a rotation of −10 ° (may be −20 °), it is adjusted to turn at a swing angle according to the signal. Repeat these operations. The zigzag cruising performance in this process is evaluated. In other words, these controls can also be understood as open-loop controls that simply switch between 10 ° and −10 °. From the first direction of travel, it can be said that it is bang-bang control in the macro.

  FIG. 3A is a flowchart showing operations of the pod propulsion device 10 and the control fins 201 to 206 according to an embodiment of the present invention. (Hereinafter, the control fins 201 to 206 may be collectively referred to as the control fins 20.) FIG. 3B shows the states of the pod propulsion unit and the control fins corresponding to the flowchart of FIG. 3A according to the embodiment of the present invention. FIG. This embodiment exemplifies a Z test that represents zigzag traveling performance as dynamic steering performance.

  3C shows changes over time in the bow angle (azimuth), the pod turning angle (steering angle) of the pod propulsion device 10, and the fin turning angle of the control fin 20 in the Z test according to one embodiment of the present invention. It is a figure shown corresponding to a flowchart. In FIG. 3C, the horizontal axis represents time, the vertical axis represents azimuth and rudder angle, the solid line represents the bow angle, the dotted line represents the turning angle of the pod thruster 10, and the broken line represents the turning angle of the control fin 20. Hereinafter, these figures will be described in correspondence with each other. Further, it is assumed that the pod propulsion unit 10 and the control fin 20 are in a straight traveling state having no turning angle, as shown in FIG. 3B (a), immediately before the change of needle accompanying steering (step SP00-1).

  When the Z test is started, the setting is first changed so that the heading of the ship 1 is directed from 0 ° to 10 ° right (+ 10 °). The pod propulsion unit 10 that has been maintained at 0 ° until then is turned leftward, and the control fin 20 is turned rightward in the opposite direction to the pod propulsion unit 10 (step SP10-1).

  That is, as shown in FIG. 3B (b), the turning angle θ1 of the pod thruster 10 is 10 ° (leftward), the turning angle of the control fin 20 is opposite to θ1, and θ2 is 10 ° (rightward). Further, adjustment is performed by the pod turning angle adjuster 120 and the fin turning angle adjuster 220, respectively.

  In particular, the turning angle of the control fin 20 may take other values in accordance with the motion characteristics of the ship 1.

  As a result, the pod propulsion device 10 generates a rightward turning moment in the hull, and the control fin 20 also generates and assists the turning moment, and the bow angle is quickly set to 10 ° right (+ 10 °), which is the set direction. Functions to settle. And every predetermined time, it is confirmed by receiving a signal from the heading detection unit 40 whether the heading angle has reached the set heading 10 ° right (+ 10 °) (step SP20-1).

  When it is confirmed that the set heading has reached 10 ° right (+ 10 °), the heading of the ship 1 is changed from 10 ° right (+ 10 °) to 10 ° left (− Switch to set to 10 °). Specifically, the pod propeller 10 is turned in the reverse direction, the turning angle θ1 is switched to 10 ° (right direction), the control fin 20 is maintained at the current state (right direction), and the pod propeller 10 and the control fin 20 are turned on. Control is performed in the same direction (right direction) (step SP30-1, FIG. 3B (c)).

  According to the mode setting in the operation state setting unit 30, this switching is performed by comparing the bow angle detected by the heading detection unit 40 by the pod fin distribution setting unit 70, and the control condition is called from the mode storage unit 80 and automatically Control is performed.

  At this time, because of the inertia, the ship 1 cannot immediately follow the change of setting direction (turning the pod propeller 10 in the reverse direction) and the bow angle continues to increase, but the control fin 20 is kept in the previous direction. Therefore, it acts as a resistance and suppresses an increase in the bow angle from the correlation with the propulsion of the pod propulsion unit 10 in the reverse direction. That is, the first overshoot angle represented in FIG. 3C can be reduced.

  Whether or not the bow angle in FIG. 3C has reached the maximum is determined by the fact that the turning angular velocity detected by the hull angular velocity sensor 50 has become zero and the overshoot angle (overshoot angle) as the orientation detected by the bow orientation detector 40. ) Is determined (SP40-1). The direction detected by the heading detection unit 40 is obtained by integrating the turning angular velocity detected by the hull angular velocity sensor 50.

  If it is determined that the bow angle has reached the maximum, the turning angle of the pod propulsion device 10 is maintained at 10 ° (right direction) and the control fin 20 is turned in the reverse direction (left direction) (SP50). -1, FIG. 3B (d)).

  Here, in addition to the turning moment generated by the propulsion of the pod thruster 10, the control fin 20 also generates and assists in the turning moment of the control fin 20 itself, and plays a role of quickly setting the set orientation 10 ° to the left.

  At every predetermined time, it is checked whether the bow angle has reached the set heading 10 ° left (−10 °) by looking at the signal from the heading detection unit 40. The turning angle of 10 is turned in the reverse direction (left direction), and the control fin 20 is maintained in the current state (right direction).

  The above control is repeated, the ship 1 is zigzag-runned, and the overshoot of the ship 1 is evaluated.

  After completing the prescribed number of zigzag cruises, to complete the Z test, when the turning angular velocity is zero and there is no overshoot angle, the turning angle of the pod thruster 10 and the control fin 20 is set to zero. (Step SP60-1, FIG. 3B (e)).

  Next, the operation principle for realizing the improvement in turning performance of the ship 1 will be described in detail.

(Third embodiment)
FIG. 4A is a flowchart showing the operation of the pod propulsion device and the control fin in improving the turning performance according to another embodiment of the present invention. FIG. 4B is a diagram illustrating a state of the pod propulsion unit and the control fin corresponding to the flowchart of FIG. 4A according to another embodiment of the present invention. Hereinafter, these drawings will be described in correspondence with each other. Further, it is assumed that the pod propulsion unit 10 and the control fin 20 are not turning as shown in FIG.

  When turning is started, as shown in FIG. 4B (b), the pod propeller 10 and the control fin 20 are turned in the same direction, the pod propeller 10 is turned to the turning angle θ1, and the control fin 20 is turned to the turning angle θ2. (Step SP10-2, FIG. 4B (b)).

  The turning angle θ1 of the pod propulsor 10 and the turning angle θ2 of the control fin 20 are appropriately set according to the motion characteristics of the ship 1, the set turning radius, the water speed, and the like.

  In this turning control, in accordance with the mode setting in the operation state setting unit 30, the bow angle detected by the heading detection unit 40 is compared by the pod / fin distribution setting unit 70, and the control condition is called from the mode storage unit 80 to automatically Control is performed.

  By controlling the operation of the control fin 20 in this way, the resistance force from the water flow can be used as a force that generates a moment in the ship as compared with a ship with a pod that does not have the control fin. The turning angular velocity can be increased and the turning radius is reduced. For this reason, turning property is also improved.

  Next, the operation principle for realizing the improvement of the function of stopping and decelerating the ship 1 will be described in detail.

(Fourth embodiment)
FIG. 5A is a flowchart illustrating the operation of the pod propulsion device and the control fin in improving the stopping and deceleration functions according to another embodiment of the present invention. FIG. 5B is a diagram illustrating a state of the pod propulsion unit and the control fin corresponding to the flowchart of FIG. 5A according to the embodiment of the present invention. The following description will be made with reference to these drawings. Further, it is assumed that the pod propulsion unit 10 and the control fin 20 are not turning immediately before stopping and deceleration as shown in FIG. 5B (a). The two control fins 20 represented in FIG. 5B (a) are used as generic names of control fins as described above, but in terms of the correspondence with FIG. 20B may be control fins 204 or 206 and / or control fins 201 or 202.

  When stopping and decelerating, the propeller of the pod propulsion unit 10 is rotated in the reverse direction so that the first control fin 20A and the second control fin 20B are swung in opposite directions as shown in FIG. 5B (b). Θ2 is controlled in an open loop. That is, the control fins 20A and 20B are controlled in a substantially symmetric direction on the center line so as to increase the resistance of the ship 1 (step SP10-3, FIG. 5B (b)).

  The control fin turning angle θ2 of the control fin 20A and the second control fin 20B is appropriately set according to the water speed of the ship 1, the target stop position, the target stop time, and the like.

  By controlling the operation of the control fins 20A and 20B in this way, even if the propeller of the pod propulsion device 10 is reversely rotated, the stern 2a is prevented from swinging left and right, and the influence of asymmetric force such as disturbance is prevented. Since it can respond flexibly so that it does not receive, it can decelerate quickly and can stop ship 1.

  (Fifth embodiment)

  The description of the second and third embodiments is an example for easily explaining the movement of the pod propulsion device 10 and the control fin 20 at the time of zigzag traveling or turning. Although the same operation is possible, during actual sailing, control is performed by PID control that can deal with transient conditions such as disturbances such as waves and winds, the steering state of the ship 1 itself, and the sailing state represented by the water speed. ing.

  PID control is proportional control as feedback control (also referred to as Proportional Control or “P control”), integral control (also referred to as Integral Control or “I control”), differential control (Derivative Control, or “D control”). It is also a control for converging to the set value by combining the three.

The control expression of PID control in the sampling method is generally as follows.
Operation amount = Kp × deviation + Ki × cumulative value of deviation + Kd × difference from previous deviation * Kp (proportional term), Ki (integral term), Kd (differential term) are expressed by coefficient symbols.
MV _n = MV _n-1 + ΔMV _{n
ΔMV n = Kp (e n -e} n-1) + Kie n + Kd ((e n -e n-1) - (e n-1 -e n-2))
* MV _n , MV _n-1 : Current and previous manipulated variable ΔMV _n : Current manipulated variable difference e _n , e _n-1 and e _n-2 : Deviation of current, previous and previous times

  The mode called from the mode storage unit 80 according to the operation mode set by the operation state setting unit 30, the direction set by the direction setting unit 301, the heading angle detected by the heading detection unit 40, and the water resistance The water speed detected by the speed sensor 40 is compared by the pod / fin distribution setting unit 70. The basics are the setting direction as a setting value and the bow direction angle as a detection value. If these are applied to the above equation, the difference between them is a deviation. For a sudden change in the heading or a sudden change in heading due to a disturbance, this measure is taken with a differential term based on the difference between the current deviation and the previous deviation, and the previous deviation and the previous deviation. In addition, a slight deviation of the heading azimuth caused by disturbance is accumulated and the error is accumulated, this measure is taken with an integral term from the accumulated value of the deviation every time. The modes called from the mode storage unit 80 are needle holding, turning, zigzag, course change, parallel movement, deceleration / stop, etc., and the operation patterns of the pod propulsion unit 10 and the control fin 20 according to this mode, and these A basic control algorithm for each operation pattern and a basic constant for each basic control algorithm are set. In the pod / fin distribution setting unit 70, the operation patterns, basic control algorithms, and basic constants of the pod propeller 10 and the control fin 20 are set separately.

  These basic control algorithms and basic constants are changed and corrected by other operation state settings such as the water speed detected by the water speed sensor 60 and the autopilot set by the operation state setting unit 30. The corrected values of these basic constants are the coefficients of Kp (proportional term), Ki (integral term), and Kd (differential term) in the above formula.

  For example, it is assumed that the setting has been changed suddenly so that the azimuth setting device 301 changes the direction to which the ship 1 should travel from 0 ° to 10 ° to the right (+ 10 °) by changing from the course holding mode to the course changing mode. To do. In the second embodiment, at this time, the pod propulsion device 10 is turned 10 ° in the left direction and the control fin 20 is turned 10 ° in the right direction. For example, the vessel 10 is turned 15 ° to the left, and the control fin 20 is turned 15 ° to the right. Thereafter, the turning angle of the pod propulsion unit 10 and the control fin 20 is adjusted according to the deviation between the bow angle detected by the bow direction detection unit 40 and the set direction, and when the bow angle approaches the set direction, the pod propulsion unit The overshoot angle can be reduced by bringing the turning angle of the control fin 10 and the control fin 20 close to zero. If you spend a lot of time, this overshoot can be made very small, but from the point where the agile movement is actually required as a ship 1 so that the settling time and overshoot are within a balanced range, The basic control algorithm and basic constants of the PID control are determined.

  Also in the turning mode, in the third embodiment, the pod thruster 10 and the control fin 20 are turned in the same direction, and the pod pusher 10 is fixed to the turning angle θ1 and the control fin 20 is fixed to the turning angle θ2. However, the turning angle θ1 of the pod propulsion device 10 and the turning angle θ of the control fin 20 can be appropriately changed according to the set turning radius (head angle) and water velocity. For example, when the water velocity at the start of turning is high and the turning radius is small (the setting azimuth is large), the pod propulsion device 10 is first set to the turning angle θ1 + α, and the control fin 20 is set to the turning angle θ2 + β to set the bow quickly. A predetermined turning radius can be quickly obtained by PID control in which the pod propulsion device 10 is made closer to the turning angle θ1 and the control fin 20 is made closer to the turning angle θ2 as the deviation becomes smaller.

  Also in the stop and deceleration control, in the fourth embodiment, the pod propeller 10 is rotated in the reverse direction, and the control fins 20A and 20B are controlled symmetrically to the turning angle θ2, but the target stop distance and the deceleration distance are controlled. These can be controlled according to (time) and water speed.

  For example, when the target stop, the deceleration distance is short, and the current water speed is high, the pod propulsion unit 10 is reversely rotated at a higher speed, and the turning angles of the control fins 20A and 20B are increased and controlled to θ2 + γ. . As the target stop distance and the deceleration distance are approached (the water speed is also reduced), the rotation speed of the pod propulsion unit 10 is decreased, and the turning angles of the control fins 20A and 20B are made closer to θ2, thereby stopping and decelerating at a predetermined distance. In addition to this, it is possible to prevent a decrease in course stability that is likely to occur when the water velocity decreases.

  In these controls, the deviation from the setting direction of the bow angle is integrated by PID control, and the turning angle θ2 of the control fins 20A and 20B is controlled according to the value, or the turning angle is changed on the left and right. It is also possible to maintain the course stability.

  In this embodiment, even when various events (for example, change of setting conditions or disturbance) are encountered in actual ship maneuvering, by using PID control in this way, the course stability is excellent and the overshoot is small and agile. It is possible to realize the navigation of the ship 1 with excellent maneuverability that can cope with the above.

  In the fifth embodiment, PID control is taken as an example. However, P control and PI control may be used, and bang-bang control, other feedback control, open loop control including feedforward control, etc. Control may be combined as appropriate.

  The control algorithm of the pod propulsion device 10 and the control fin 20 when improving the course stability, turning performance, and stopping and deceleration functions is a program executable in a computer that can be mounted on the ship 1. Then, it may be stored in the mode storage unit 80 so that it can be called as a different mode at any time according to the operation state setting unit 30.

  As a result, the information processing function of a predetermined computer device from the cockpit can be called as each operation mode from the mode storage unit 80 by button operation, etc. Is read and the computer executes an algorithm according to such a mode, so that optimum operation control can be automatically realized.

  As described above in detail, according to the present embodiment, the course stability performance can be improved through the reduction of the overshoot angle when changing the course. In addition, through this, turning performance and stopping performance including the performance of the landing bar can be improved.

  Note that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

  Further, the above-described examples are merely examples of embodiments for embodying the technical idea according to the present invention, and the technical ideas according to the present invention can be applied to other embodiments. Is possible.

  According to the present invention, the course stability performance can be improved through the reduction of the overshoot angle when changing the course, and the turning performance and stopping performance including the take-off and landing performance can be improved. It is not only widely recognized for use in the maritime industry, but also has excellent environmental measures.

  DESCRIPTION OF SYMBOLS 1 ... Ship, 10 ... Pod propulsion device, 20, 20A, 20B ... Control fin, 301 ... Direction setting device (direction setting means), 40 ... Bow direction detection part (direction detection means), 50 ... Hull angular velocity detection sensor, 60 ... Water speed sensor, 70 ... Pod / fin distribution setting unit, 110 ... Pod control unit, 201-206 ... Control fin, 210 ... Fin control unit (control means), 220 ... Fin turning angle adjuster

Claims (10)

  A ship, a pod propeller for propelling the ship, control fins arranged substantially symmetrically on the left and right of the hull center line around the pod propeller, or on the hull center line, and drive means for driving the control fins, An operation state setting means for setting the operation state of the ship, and a control means for controlling the turning angle of the control fin through the driving means in combination with the turning angle of the pod propulsion device according to the setting of the operation state setting means. A ship designed to improve maneuverability, characterized by having   2. The ship with improved maneuverability according to claim 1, wherein the control fins are provided on the left and right sides of a hull center line of the pod propulsion unit.   The control means appropriately controls the control fin and the pod propulsion device in the same direction or in the opposite direction according to the state of the ship so as to reduce an overshoot angle when the ship is steered. Item 3. A ship that improves the maneuverability according to item 1 or item 2.   3. The ship according to claim 1, wherein when the ship turns, the control means controls the control fin in the same direction as the pod propulsion device. 4.   3. The control fin according to claim 1, wherein the control means controls the control fin in a direction substantially symmetrical to a hull center line so that the resistance of the ship is increased when the ship is decelerated. The ship which aimed at the maneuvering performance improvement of 1 of them.   The control fin controls the control fin so as to reduce a lateral movement and a turning angle of the ship by a pod thrust when the pod propeller is turned to reduce the speed of the ship. The ship which aimed at the steering performance improvement of 1 of 1 thru | or 5.   The steering performance improvement according to any one of claims 1 to 6, wherein the control means controls the turning angle of the pod propulsor and the control fin in different modes according to the setting state of the driving state setting means. The ship which aimed at.   A ship, a pod propeller for propelling the ship, control fins disposed symmetrically on the left and right of the hull center line around the pod propeller, or on the hull center line, drive means for driving the control fins, An azimuth setting means for setting the azimuth of the ship, an azimuth detection means for detecting the azimuth of the ship, and a control means for controlling the drive means by comparing the detected value of the azimuth detection means with the set value of the azimuth setting means. The ship which aimed at the improvement of maneuverability characterized by having.   9. The ship according to claim 8, wherein the bearing detection means detects the bearing based on an angular velocity of a bow direction of the ship.   10. The ship according to claim 8 or 9, wherein the control means controls the turning angle of the pod propulsor and the control fin in different modes according to the setting state of the azimuth setting means.

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